Jet engine having an air compressor driven solely by a fuel gas turbine



Dec. 9, 1952 PHANEUF 2,620,625

JET ENGINE HAVING AN AIR COMPRESSOR DRIVEN SOLELY BY A FUEL GAS TURBINEFiled May 16, 1947 3 Sheets-Sheet 1 I N VEN TOR.

- Q zz/w'd 7cm Zfrec/Pk We 21/ A'I'I'D RN EYB Dec. 9, 1952 E. A.P'HANEUF 2,620,625

JET ENGINE HAVING AN AIR COMPRESSOR DRIVEN SOLELY BY A FUEL GAS TURBINEFiled May 16, 1947 3 Sheets-Sheet 2 I N VEN TOR.

ATTIJ RN EYB Dec. 9, 1952 E, P E 2,620,625

JET ENGINE HAVING AN AIR COMPRESSOR DRIVEN SOLELY BY A FUEL GAS TURBINEFiled May 16, 1947 3 Sheets-Sheet 3 .EdWaZ vd/Ifre Pia flea f ATTD RNEYE Patented Dec. 9, 1952 UNITED STATES JET ENGINE HAVING AN AIRCOMPRESSOR DRIVEN SOLELY BY A FUEL GAS TURBINE Edward A. Phaneuf, KansasCity, Mo.

Application May 16, 1947, Serial No. 748,446

(01. fill-35.6)

1 Claim. 1

This invention relates to a hydrogen jet motor adapted for use onairplanes.

It is an object of the present invention to provide a jet motor adaptedto be operated by hydrogen wherein the hydrogen gas leaving a containerunder pressure will operate a turbine wheel to effectively mix thehydrogen with the air drawn into a chamber and prior to its outlet tothe jet chambers where the hydrogen and air are ignited.

Other objects of the present invention are to provide a hydrogen jetmotor which is of simple construction, inexpensive to manufacture andefficient in operation.

For other objects and for a better understanding of the invention,reference may be had to the following detailed description taken incon-' nection with the accompanying drawing, in which:

Fig. 1 is a side elevational view of my jet motor with a portion brokenaway to show the interior of the same.

Fig. 2 is a longitudinal cross-sectional view of my jet motor.

Fig. 3 is a front end view of my jet motor.

Fig. 4 is a rear end view of the motor.

Figs. 5, 6, 7 and 8 are respectively transverse cross-sectional viewstaken respectivelyv on lines 5-5, 66, 11 and 88 of Fig. 2 and looking inthe direction of the arrows thereof.

Referring now to the figures, l5 represents an outer casing of tear dropconfiguration having an open forward end or air inlet 16 and a rearexhaust outlet IT. This casing is adapted to be connected to some partof an airplane. In the inlet opening is a transversely extending vanestructure l8 in which is journalled a shaft l9 extending throughout thecasing and journalled at its opposite end in a central bracket 2| havingarms 22 connected with the exterior of the chamber 34. The bearing forthe shaft I9 is indicated at 23. Surrounding a portion of the shaft is acasing 24 in which is disposed a turbine wheel 25 against which hydrogengas under pressure is projected from nozzles 23 at the end of a coil ofpipe 21 leading to a fuel supply of hydrogen as indicated at 26. Thehydrogen after causing the wheel 25 to turn becomes free in the casing24 and will be impelled by blades 3| through openings or passages 32extending to combustion chambers 33 in chambers 34. The chambers 34 area continuation of air passages 35 and within these chambers the hydrogenand air are mixed and ignited by an electric spark plug 36. The gas jetsare created in outlet passages 31 extending from the chambers 34 andwill react to cause a thrust in the space in rear of the motor by meansof the exhaust or reaction nozzle H. The turbine wheel accordinglydrives the shaft l 9 and on this shaft are air impelling blades 33adapted to drive the air under pressure through the air passages 35,

This air is taken through the central inlet at the forward end of themotor.

The combustion chambers 33 are perforated as indicated at 4 I. By havingthe hydrogen supply pipe coiled about the casing 24, the hydrogen willbe adequately pre-heated so that maximum gas pressure is obtained.

There are four combustion chambers within the casing l5 and it shall beunderstood that a larger number of these chambers might well beutilized.

The chamber 24 is fixed against rotation by welding the same to thebracket 2| as indicated at 42.

While various changes may be made in the detail construction, it shallbe understood that such changes shall be within the spirit and scope ofthe present invention as defined by the appended claim.

I claim:

A jet motor comprising an outer casing having a forward air inlet and arear reaction nozzle, a supporting vane structure secured to the outercasing adjacent the air inlet, a bracket in the outer casing rearwardlyof the vane structure, a shaft journalled in the vane structure andbracket, an inner casing surrounding a portion of the shaft and securedto the bracket, a turbine wheel fixed to the shaft within the innercasing, a source of fuel under pressure, fuel nozzles locatedimmediately in front of the turbine blades and entering the inner casingto direct fuel under pressure upon the turbine wheel to cause itsrotation, an outlet pipe from the inner casing, a combustion chamber atthe end of said outlet pipe, impeller plates on said shaft for receivingthe exhaust from the turbine and positioned within the inner casing forcausing the fiow of fuel from the turbine through the outlet pipe, airimpelling blades on the shaft in the rear of the air inlet, an airpassage extending from the air impelling blades to said combustionchamber for passing air thereto, exhaust pipes extending from thecombustion chamber, and spark plug means for igniting the fuel withinthe combustion chamber.

EDWARD A. PHANEUF.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 1,725,914 Hallowell Aug. 27, 19292,351,750 Fawkes June 20, 1944 2,396,911 Anxionnaz et a1. Mar. 19. 19462,405,919 Whittle Aug. 13, 1946 2,409,176 Allen Oct. 15, 1946 2,475,911Nathan July 12, 1949 2,483,045 Harby Sept. 27, 1949 2,575,682 Price Nov.20, 1951

